JP5980937B2 - Method and apparatus for organizing lighting units - Google Patents

Description

  The present invention relates to a method for detecting a group of at least two adjacently arranged lighting units during travel of a vehicle, a corresponding device, and a corresponding computer program product.

  Detection of whole road lighting (hereinafter also referred to as “urban area detection”) is essential in developing high beam assist. (Adaptive) High beam assist should not be high beam when lighting the entire road. Therefore, illuminated roads outside the city must also be detected. For the sake of simplicity, the concept of “urban area detection” is used instead of “detection of whole road lighting”. Such urban area detection is disclosed in Patent Document 1. Patent Document 1 describes a method for specifying whether or not an object is illuminated. This method analyzes the image data of the camera. An object is determined to be illuminated when at least two stationary road lighting units are detected using image data and the road lighting units are spatially spaced from one another.

  The basis of urban area detection is detection of a plurality of street lamps within a certain distance. When at least two street lamps are detected for a certain amount of time (distance), an “city signal” is generated and becomes a low beam. The vertical position (detection angle) of the streetlight in the image is analyzed to avoid switching too early to urban mode (ie dimming or lowering the light emission range in the light cone or trajectory direction) Is done.

  In contrast, pedestrian crossings and illuminated intersections should not be automatically dimmed.

German Patent Application Publication No. 102009028342A1

  Against such a background, according to the present invention, a method for detecting a group of at least two adjacently arranged lighting units during traveling of a vehicle according to the independent claim, further comprising the method And a corresponding computer program product are provided.

  Advantageous configurations are evident from the respective dependent claims and the following description.

The present invention relates to a method for detecting a group of at least two adjacently arranged lighting units during travel of a vehicle, the method comprising:
Detecting at least one first lighting unit in a detection range of the sensor and then detecting that the first lighting unit has exited from the detection range of the sensor;
The measurement of the distance traveled by the vehicle after the first lighting unit has left the detection range of the sensor and / or the first lighting unit has left the detection range of the sensor; Starting the measurement of the time the vehicle has traveled later,
The distance measured before the second lighting unit leaves the detection range of the sensor has a predetermined relationship to a distance threshold and / or the second lighting unit detects the detection of the sensor; When the time measured before moving out of the range has a predetermined relationship with respect to the time threshold, the first lighting unit and the second lighting unit are arranged adjacent to each other in at least two adjacent lighting units. Organizing into the group consisting of: and / or
When the currently measured distance is greater than the distance threshold and / or when the currently measured distance is greater than the time threshold, the first lighting unit together with the second lighting unit; Not organizing into said group consisting of at least two adjacently arranged lighting units;
A method is provided.

  The invention further provides an apparatus configured to perform or replace the steps of the method according to the invention with a corresponding system. In particular, such a device comprises a unit configured to carry out the respective steps of the method. This embodiment of the invention in the form of a device can also solve the problems of the invention quickly and efficiently.

  In the present invention, a device may be understood as an electrical device that processes a sensor signal and outputs a control signal or data signal depending on it. The device may have an interface that may be configured as hardware and / or software. When configured as hardware, the interface may for example be part of a so-called ASIC system that contains the various functions of the device. However, the interface may be a unique integrated circuit or may be at least partially made up of discrete components. When configured as software, the interface may be, for example, a software module provided in a microcomputer in parallel with another software module.

  In a computer program product with program code, which may be stored on a machine-readable carrier, such as a semiconductor memory, a hard disk memory or an optical memory, and which is used to carry out the method according to the previous embodiments It is advantageous if the program is implemented on a computer or device.

  The lighting unit can be regarded as a structural treatment (infrastructure treatment) or structure that actively emits light provided in the region of the running track or at the edge of the running track. For example, such a lighting unit may be a streetlight, a light traffic sign, or a traffic light. A group of at least two adjacently arranged lighting units may be understood as a group of two lighting units arranged in spatial proximity. In this case, for example, the lighting unit is arranged or detected on the edge of the traveling track where the vehicle travels while traveling or on the traveling track. The sensor may be understood as an optical sensor such as a camera. The detection range may be understood as a range monitored by a sensor. When a lighting unit disappears or exits from the detection range, it may be understood that these lighting units exit the detection range of the sensor when the vehicle is moving, but instead of the lighting unit passing, Passes by the lighting unit (with sensors arranged in it). The distance traveled by the vehicle may be understood as, for example, a path (measured in meters or centimeters, for example). This path is determined, for example, by analyzing the image received by the sensor, from which the vehicle speed and / or the distance traveled by the vehicle can be estimated. As an alternative or in addition to this, it is possible to use, for example, the signal of a vehicle wheel speed sensor to estimate the vehicle speed. Identification of a group of at least two adjacently arranged lighting units can be performed as follows: when the sensed distance is in a predetermined relationship to the distance threshold and / or sense The first and second lighting units can be assigned to a group of at least two adjacently arranged lighting units when the time is in a predetermined relationship to the time threshold. In this case, the detected distance is particularly smaller than the distance threshold, or the detected time is shorter than the time threshold.

  The present invention relies on the recognition that, with certain criteria, individual lighting units detected within the detection range of the sensor can be organized into groups of lighting units. The present invention is particularly suitable for the subsequent analysis of the lighting units detected by the group of lighting units in the detection range of the sensor, rather than an analysis based solely on individually detected lighting units. Provides a more accurate and detailed estimate of the vehicle's surroundings with respect to aspects, or whether the vehicle is traveling straight on a closed track or whether it is traveling with full road lighting Brings the benefit of. For example, when two street lamps are located at the corners of the road and are thus blocked from view, both street lamps do not necessarily have to be visible in the image at the same time, but may be located close to each other. If the distance traveled is already longer than the distance used for knitting, it is advantageously not necessary to wait for the second streetlight to disappear from the detection range. This makes it possible to react more quickly and to detect the entire road lighting at an early point.

  Preferably, according to another embodiment of the invention, in the step of knitting, the first lighting unit and the second lighting unit are adjacent to each other when the distance is shorter than a distance threshold. Knitting and / or knitting into a group of arranged lighting units, wherein the first lighting unit and the second lighting unit are at least two adjacent when the time is less than the time threshold Organize them into groups of lighting units arranged together. This type of embodiment of the present invention uses a distance threshold or a time threshold to organize how both lighting units are organized into (common) groups and / or which (running) ) The advantage is that it is possible to define very precisely how to organize both lighting units into (common) groups over time. As a result, the “spatial expansion” of the group including the corresponding lighting unit can be adjusted. The threshold values used in the assessment mode proposed here may be variable, for example, and / or may be adapted while driving.

  According to another advantageous embodiment of the invention, in the step of knitting, when the distance is longer than a distance threshold, the first lighting unit and the second lighting unit are arranged adjacent to each other. At least two of the first lighting unit and the second lighting unit when the time is longer than a time threshold in the step of not organizing and / or organizing into the group of lighting units Do not organize into groups of adjacent lighting units. This kind of embodiment of the present invention is from which section traveled between the first lighting unit and the second lighting unit and / or when the first lighting unit leaves the detection range of the sensor. And a clear determination of which (running) time that elapses between the second lighting unit and the point in time when the second lighting unit leaves the detection range of the sensor should not be organized into a (common) group The advantage is that there is a standard. This can ensure that in the subsequent processing of the sensor image, both lighting units are considered as separate or separated lighting units (spatially sufficient from each other).

A particularly preferred embodiment is obtained if the distance and / or the time is measured from when the first lighting unit leaves. In the step of organizing, when the distance after the first lighting device exits is greater than the distance threshold and / or when the time elapsed since the first lighting device exited is greater than the time threshold, The first and second lighting units may not be organized into two adjacent groups of lighting devices, in which case the second lighting device need not be out of the sensing range of the sensor. This allows the entire system to react to two lighting devices that cannot be integrated into a group of adjacent lighting devices, and to react before the second lighting device disappears from the detection range. In this way, for example, the entire road illumination can be detected at an early stage, and for example, the light can be reduced from a high beam to a low beam.

  Furthermore, in a preferred embodiment of the present invention, in the detecting step, the third lighting unit is detected, and in the knitting step, the first lighting unit is out of the detection range of the sensor. When the other distance traveled by the vehicle before the lighting unit comes out of the detection range of the sensor has a predetermined relationship with respect to the distance threshold, the third lighting unit is arranged adjacent to at least two lights. Organize into groups of units. Alternatively, or in addition, in the step of organizing, from when the first lighting unit exits the detection range of the sensor to when the third lighting unit exits the detection range of the sensor. When the time that the vehicle has traveled has a predetermined relationship to the time threshold, the third lighting unit is organized into a group of at least two adjacent lighting units. Such an embodiment of the invention is located very close to the two or more lighting units spatially or with respect to the travel time from when the first lighting unit exits the sensing range of the sensor. These two or more lighting units offer the advantage that they can also be organized into a (common) group of lighting units. Thus, it can also be determined or assessed as a single lighting unit in subsequent processing of two or more detected lighting units arranged in close spatial proximity. In this way, errors in the analysis of the individual lighting units detected by the sensor can be reduced.

  Furthermore, in a preferred embodiment of the present invention, the third lighting unit is detected from the time when the first lighting unit is out of the detection range of the sensor in the step of detecting and detecting the third lighting unit. When the other distance traveled by the vehicle before the unit leaves the detection range of the sensor is not in a predetermined relationship with the distance threshold, the third lighting unit is disposed adjacent to at least two lighting units. Do not organize into groups of Alternatively, or in addition, in the step of organizing, from when the first lighting unit exits the detection range of the sensor to when the third lighting unit exits the detection range of the sensor. The third lighting unit is not organized into a group of at least two adjacently arranged lighting units when the time the vehicle has traveled is not in a predetermined relationship to the time threshold. Such an embodiment of the present invention likewise has a clear criterion of which lighting units should not be integrated into a group and which other detected lighting units should not be organized into the above groups of lighting units. The advantage is brought about. In this way, it is likewise possible to improve the results of further processing of the detected lighting units or of the lighting units to be organized into groups.

  A particularly advantageous embodiment of the invention detects the third lighting unit, but if the distance traveled after the first lighting unit exits is greater than the distance threshold and / or the first lighting. If the time elapsed since the unit exited is longer than the time threshold, the third lighting unit is not organized into a group consisting of at least two adjacent lighting units, the third lighting unit being It is still visible. By not waiting for the third lighting unit to come out, it is possible to react immediately to the presence of a plurality of lighting units, so that, for example, the entire road can be dimmed immediately.

Particularly advantageously, according to a further embodiment of the invention, in a method for detecting overall travel track illumination along a travel track along which a vehicle travels,
Detecting at least one single lighting unit and at least two groups of adjacently arranged lighting units, as detected by performing the method according to the previous embodiments;
Assessing a group of at least two adjacently arranged lighting units as a single lighting unit;
Detecting the entire track illumination using a single lighting unit and a group of at least two adjacently arranged lighting units assessed as a single lighting unit;
Is provided.

  This type of embodiment of the present invention does not evaluate a plurality of lighting units that are arranged in close proximity in particular as a plurality of separate (ie separate) lighting units, rather than a single (in case When evaluated as a “large” lighting unit, the probability error in processing multiple lighting units detected by the sensor can be significantly reduced.

  According to a further embodiment of the invention, in the detecting step, the vehicle is assessed as a single lighting unit, the position of a group of at least two adjacently arranged lighting units and a single lighting. It is particularly advantageous to detect the presence of the entire travel path illumination when traveling for a predetermined travel distance between the positions of the units and / or when traveling for a predetermined travel time. Alternatively or additionally, in the detecting step, the vehicle is arranged in a single lighting unit position and at least two adjacent positions assessed as a single lighting unit. When the vehicle travels a predetermined travel distance between the positions of the groups of lighting units and / or travels for a predetermined travel time, it is detected that there is illumination of the entire travel path. This type of embodiment of the present invention allows for the entire trajectory of the trajectory to be considered by considering a group of lighting units and one separate lighting unit, rather than considering each individual lighting unit separately. This has the advantage that the probability of error in confirming that it is possible to be significantly reduced.

In a particularly advantageous embodiment of the invention, in a method for controlling the light delivery of at least one headlamp of a vehicle, the method comprises:
-Detecting the entire illumination of the running track according to the embodiment described above;
-Changing the light transmission of at least one headlamp of the vehicle in response to detecting that there is a group of at least two adjacently arranged lighting units, in particular at least two adjacent Changing the light transmission of at least one headlamp of the vehicle at a time when there is a predetermined relationship to the time when it is detected that a group of arranged lighting units has appeared;
have.

  This kind of embodiment of the present invention thereby reduces the probability error in estimating whether there is full travel track illumination with the sensed lighting unit, and thus the light is adapted to the actual environment in which the vehicle is traveling. This has the advantage that the delivery can be switched more precisely (in time and space).

  Next, the present invention will be described in detail with reference to the accompanying drawings.

1 is a block configuration diagram of a vehicle used in an embodiment of the present invention. 2 is a flowchart of an embodiment of the present invention as a method. It is a figure which shows an example of the scenario by the vehicle provided with the camera, the visual field range of this camera, and a some street lamp. It is an example of the scenario by the vehicle provided with the camera, the visual field range of this camera, and several street lamps, Comprising: It is a figure which shows the said scenario by which two street lamps were integrated into the group of the lighting unit within the analysis unit. . It is a figure which shows an example of the scenario by the vehicle provided with the camera, the visual field range of this camera, and a some street lamp, Comprising: The street lamp is not integrated as a group of a lighting unit within the analysis unit of a vehicle. An example of a scenario with a vehicle with a camera, a field of view of the camera, and a plurality of streetlights, where two streetlights are integrated as a group of lighting units in the analysis unit of the vehicle, but the third lighting FIG. 6 shows the scenario where units are not organized into groups of lighting units. It is a figure which shows one lighting condition which improves an analysis result compared with the case where this invention is not applied by applying this invention. It is a figure which shows the other lighting condition which improves an analysis result rather than the case where this invention is not applied by applying this invention. It is a figure which shows the other lighting condition which improves an analysis result rather than the case where this invention is not applied by applying this invention.

  In the following description of an advantageous embodiment of the invention, the same reference numerals or similar reference numerals are used for elements which are illustrated in different figures and which function in the same way, and this element will be described repeatedly. I won't do that.

  Street lamp detection (in most cases it is the case of a road that is illuminated in a closed urban area) that detects the traffic in the irradiation area is disclosed in German Patent Application Publication No. 102009028342A1 (Patent Document 1). Yes. However, traffic lights, multi-illuminated pedestrian crossings, multi-illuminated intersections are locally in very limited areas. Therefore, these areas are often referred to as areas that are not “entirely” illuminated. In most cases, it is very difficult for analytical algorithms to distinguish such traffic areas, and there are many “false positives” at night. In other words, the traffic area in front of the vehicle is actually a pedestrian crossing, multiple illuminated intersections, or traffic lights, but the whole traveling track is illuminated in a “city” or closed urban area. It is often recognized that.

  When detecting street lights at crosswalks / intersections with multiple lighting, if each lamp is detected earlier than an independent street light, the detection time of multiple street lights is long, so the entire road is accidentally illuminated. It will be recognized that. Safety measures built in to avoid switching the vehicle headlight light emission to “urban mode” too early by analyzing the vertical position (detection angle) in the image The case is almost useless. This is because even in a crosswalk, an intersection or a signal lamp area that is lit multiple times, the street lamp is sufficiently high in the vertical direction because it also passes under lighting.

  For example, a streetlight can be classified as such if it is a stationary self-illuminated object having a certain height. However, because of that, signal lights are often classified as street lights. Improvements on the side of the measurement or analysis program, i.e. the improvement in the classification of street lights, seems difficult. However, on the side of urban area detection, it is possible to significantly reduce false positives at the time of misclassification of traffic lights and false positives at pedestrian crossings and intersections that are multiply illuminated at a reasonable cost.

  FIG. 1 is a block diagram of a vehicle using one embodiment of the present invention. FIG. 1 shows a vehicle 100 including a camera 110 as a sensor, particularly as an optical sensor. For example, when the vehicle 100 moves, the camera 110 detects an object that is within the detection range 120 of the camera or an object that moves within the detection range 120. The camera 110 can detect the illumination units 125a and 125b in the detection range 120. These lighting units are formed by, for example, street lamps, traffic light lamps, and the like. The vehicle 100 further includes an analysis unit 130 connected to the camera 110 and having a plurality of partial units. In particular, the analysis unit 130 includes a recognition unit 132 for analyzing an image provided from the camera 110. The recognition unit 132 recognizes at least one first illumination unit 125a and at least one second illumination unit 125b within the detection range of the sensor from the image of the camera 110, and the first illumination unit 125a It is configured to recognize that it has gone out of 110 detection ranges 120. The analysis unit 130 further includes a detection unit 134. In response to the detection unit 132 detecting that the first illumination unit 125a has exited the detection range of the camera 110, the second illumination unit 125b exits the detection range 120 of the sensor or the camera 110. Detect distance and / or time. In this case, the detection unit 134 may be connected to, for example, another sensor device of the vehicle 100 in order to detect the distance away from the vehicle 100 by detecting the number of rotations or the rotation angle of the wheels of the vehicle 100. . Finally, the analysis unit 130 further includes a grouping unit 136. The grouping unit is connected to the recognition unit 132 and the detection unit 134, wherein the grouping unit 136 has a predetermined relationship with the time threshold when the distance is in a predetermined relationship with the distance threshold and / or the time. At some point, the first lighting unit 125a and the second lighting unit 125b are configured to be organized into a group of at least two lighting units arranged adjacent to each other. Furthermore, when the vehicle has traveled sufficiently long after leaving the first lighting unit, i.e. when it has traveled longer than the threshold value, the second lighting unit is not necessarily arranged in order to prevent the two lighting units from being knitted together. It is also conceivable that it is not necessary to leave the detection range.

  In this manner, as a result of the analysis unit 130, information representing the group 138 composed of at least two illumination units 125a and 125b arranged adjacent to each other is output. In this case, the group 138 includes at least a first lighting unit 125a and a second lighting unit 125b. Furthermore, the vehicle 100 includes a unit 140 for detecting the entire traveling track illumination. This unit 140 for detecting the entire traveling track illumination is connected to the camera 110 and the analysis unit 130. The unit 140 for detecting the entire illumination of the running track extracts the corresponding illumination unit 125 from the image of the object within the detection range 120 of the camera 110 provided from the camera 110 and organizes it into one group 138. When the plurality of lighting units are detected, the extracted lighting unit 125 is analyzed, thereby detecting whether the entire traveling track is illuminated. The entire track illumination is mostly in a closed city area. Furthermore, the vehicle 100 includes a headlight control unit 150. The headlamp control unit is connected to the unit 140 for detecting the entire traveling track illumination, and uses information that the vehicle 100 is currently traveling in the entire traveling track illumination environment. It is configured to control the light transmission of the headlamp 160. This control of the light transmission by the headlamp 160 of the vehicle 100 is performed so that, for example, the light of the headlamp 160 is not transmitted in the high beam mode when passing through an area where it is detected that the entire traveling track is illuminated. Can do. This is because, by detecting that the entire traveling track is illuminated, sufficient light is provided to illuminate the traveling track in front of the vehicle, and the driver of the oncoming vehicle is not dazzled.

  FIG. 2 is a flowchart of one embodiment of the present invention as a method 200 for detecting a group of at least two adjacently arranged lighting units during travel of a vehicle. The method 200 includes detecting 210 that at least one first lighting unit is within a sensing range of one sensor and then detecting that the first lighting unit has exited the sensing range of the sensor. Contains. The method 200 further begins to measure the distance traveled by the vehicle after the first lighting unit has exited the sensing range of the sensor and / or the vehicle after the first lighting unit has exited the sensing range of the sensor. It includes a step 220 of starting to measure the traveled time. Finally, the method 200 may be used when the distance measured from the sensor detection range before the second lighting unit exits has a predetermined relationship to the distance threshold and / or from the sensor detection range to the second lighting unit. The first lighting unit is organized into a group of at least two adjacently arranged lighting units together with the second lighting unit when the time measured before the And / or when the currently measured distance is greater than the distance threshold and / or when the currently measured distance is longer than the time threshold, the first lighting unit together with the second lighting unit is at least 2 Step 230 is not organized into a group of two adjacently arranged lighting units.

  Thus, according to one embodiment of the present invention, a streetlight or a general lighting unit is integrated as a kind of “lighting group” when it is very close to each other (ie a plurality of adjacent lighting units). Integrated into a group of arranged lighting units). For this reason, after detecting a streetlight, it waits until this streetlight disappears from an image again. All street lamps within a certain distance after the first street lamp disappears from the image are integrated into one lighting group. One lighting group is processed in the next analysis to detect the entire road lighting, for example in the same way as a single street lamp or lighting unit. This allows multiple illuminated intersections and pedestrian crossings and traffic lights to be treated as a single “streetlight” or lighting unit (ie, as a single lighting group) without being mistakenly considered “overall” road lighting. Is possible. The multiple streetlights that are detected will not disappear simultaneously from the image unless they are exactly equidistant and do not have the same height. Therefore, the distance for counting a plurality of street lamps disappearing from the image into one lighting group is selected (for example, 5 to 10 m).

  The present invention, according to one or more different embodiments, includes multiple illuminated street lamps (double street lamps) and traffic lights (of different heights), multiple illuminated pedestrian crossings, It is integrated as one lighting group (ie as a group of lighting units). This integration is performed, for example, according to a processing mode described in detail with reference to the following drawings.

  FIG. 3 illustrates a scenario in which the vehicle 100 including the camera 110 and the field-of-view range 120 of the camera 110 and the streetlight 125 are used. In FIG. 3, the first street lamp (as the first lighting unit), the second street lamp 125 b (as the second lighting unit), and the third lighting unit (in the front area of the vehicle 100). A) a third street lamp 125c. When the vehicle 100 moves in the direction of these lighting units 125, first, the first lighting unit 125a and the second lighting unit 125b (in some cases, the third lighting unit 125c) are within the detection range 120 of the camera 110. It can be detected as an illumination unit by an analysis unit not shown in FIG. Thereafter, when the vehicle further travels, the first lighting unit 125a closest to the vehicle 100 first comes out of the detection range 120 of the camera 110 again, whereas the second lighting unit 125b (in some cases, the third lighting unit 125) 125c) can also be detected as being within the detection range 120 of the camera 110.

  After detecting that the first (that is, the closest to the vehicle 100) lighting unit 125a has exited, the vehicle 100 has traveled until the second lighting unit 125b leaves the detection range 120 of the camera 110 of the vehicle 100. Detect distance. This is illustrated in FIG. Note that the distance traveled by the vehicle 100 before the second lighting unit 125b leaves the detection range 120 is illustrated at the lower end of FIG. If the detected distance has a predetermined relationship with the distance threshold 400 (represented by the length of the bar shown at the lower end of FIG. 4), for example, if the distance is shorter than the distance threshold 400, FIG. As suggested, the first lighting unit 125a and the second lighting unit 125b are organized or integrated into a group 138 of at least two adjacently arranged lighting units. That is, the detected distance can directly or indirectly indicate how far the first lighting unit 125a is actually away from the second lighting unit 125b. This is because, in a simple approximation, the distance that the vehicle travels from the detection range 120 of the camera 110 until the second lighting unit 125b exits after the first lighting unit 125a exits is the first lighting unit. This is because it is possible to start from the premise that it corresponds to the distance between the 125a and the second lighting unit 125b. Accordingly, the distance threshold 400 can be referred to as a kind of “integrated distance”, that is, it can be referred to as a distance threshold, that is, the other subsequent pixels arranged within the distance threshold starting from the first lighting unit 125a. All of the lighting units are assigned to a group of lighting units 138, that is, incorporated into this group 138. In this way, if the second lighting unit 126b is within a certain distance from the first street lamp 125a (ie, here, for example, within an integrated distance), for example, the first street lamp 125a and the second street lamp 125a Integration with the streetlight 125b can be performed to generate a “lighting group”.

  Alternatively or in addition, the second illumination unit 125b detects the detection range 120 of the camera 1100 after detecting that the first illumination unit 125a has exited the detection range 120 of the camera 110. You may detect the time for which the vehicle has traveled until it is detected that the vehicle has exited. This time can then be compared to a time threshold, so that the distance between the first lighting unit 125a and the second lighting unit 125b can also be estimated in this way. However, in this case, it should be noted that the time threshold should preferably depend on the vehicle speed in order to detect the distance between the first lighting unit and the second lighting unit as accurately as possible in detail. Should.

  In the next further processing of the image of the camera 110, for example in the processing for controlling the light emission by one or more headlamps 160 of the vehicle 100, as described with reference to FIG. A group of lighting units 138 arranged in a row can be considered as a single lighting unit 125 or analyzed. In this way, it is possible to avoid identifying a traffic area with a high risk potential (for example, a pedestrian crossing area, a relatively large intersection area, or a traffic light area) as a traveling track portion of the entire traveling track illumination. it can. For road safety reasons, the above areas are mostly illuminated brighter than other running track areas that do not have a relatively high danger potential, so by organizing multiple lighting units in this way, It can also be ensured that when the vehicle 100 passes through one or several of the above areas with high danger potential, the light emission by the (head) car headlamps does not change at short intervals. That is, when determining whether or not the traveling track is the entire illumination, the evaluation of the illumination unit detected in the image of the camera 110 indicates that at least two adjacently arranged groups of illumination units 138 are individually illuminated. When analyzed as a unit, for example, when passing through the traffic area where the danger potential is high, the probability error for detecting whether or not the traveling track is the entire lighting is remarkably reduced.

  FIG. 5 illustrates another scenario in which the vehicle 100 including the camera 110 and the visual field range 120 of the camera 11 and the street lamp 125 are used. However, in this case, the street lamp 125 is not integrated as the group 138 of the lighting unit 125. This is because the second lighting unit 125b is disposed at a distance larger than the distance threshold 400 from the first lighting unit 125a. Thus, the first lighting unit 125a and the second lighting unit 125b are not observed or analyzed as a single lighting unit in subsequent analysis of the camera 110 image. Analysis of the lighting unit 125 detected within the detection range 120 of the camera 110 does not require the integration of both street lights in order to reduce the probability error. This is because the normal analysis behavior of the image of the camera 110 cannot be used because both street lights do not exist within the integrated distance.

  FIG. 6 illustrates another scenario of the vehicle 100 having the camera 110 and the camera viewing range 120 and the streetlight 125. In this case, the two street lamps 125 are integrated as a group of lighting units 138, but the third lighting unit is not organized into this group of lighting units. Such an organization rule relies on the assumption that only lighting units that are arranged within a predetermined distance from each other should be integrated. If the third lighting unit 125c is further away from the first lighting unit 125a than the distance set to the maximum by the distance threshold, it is necessary to organize the third lighting unit into a group 138 of lighting units. None, should not. Rather, after the second lighting unit 125b leaves the detection range 120 of the camera 110, the above-described processing mode can be newly implemented, and as a result, a plurality of lighting units that are within a specific distance from each other is one of the lighting units. Organized into two common groups. As a result, one lighting unit (second lighting unit 125b in the illustration of FIG. 6) is also organized into two groups of lighting units. In this case, the second lighting unit not shown in FIG. The group may include a second lighting unit 125b and a third lighting unit 125c (ie street lights here). This is because the second lighting unit 125b is present at an interval that is smaller than or at least not larger than the distance threshold (further indicated by the dashed line) relative to the third lighting unit 125c, ie FIG. This is because it exists at a distance that is smaller than or at least not greater than the distance threshold specified by reference numeral 400b and specified in the direction from the second lighting unit 125b to the third lighting unit 125c. Therefore, in FIG. 6, the first street lamp 125 a and the second street lamp 125 b are integrated into one common group 138. This is because the first lighting unit and the second lighting unit are within the (first) integration distance 400, whereas the integration of the streetlight is at a maximum predetermined interval 400 relative to the first streetlight. This is because the third lighting unit 125c is not organized into the group 138 because it is performed only for a certain street lamp. Other street lamps are organized into one (or several) other groups.

  FIG. 7 a illustrates the lighting situation where the traffic area is illuminated by a double street lamp 700. This double streetlight 700 may be detected as two separate lighting units 125a and 125b by an analysis algorithm in detecting the lighting unit and analyzed as separate lighting units in subsequent signal processing. For this reason, in some cases, when the single streetlight of such a double streetlight 700 is detected, it is already recognized that it is the entire traveling track illumination, which may cause an error. However, according to the evaluation mode proposed here (by varying the viewing angle of the camera with respect to the individual lamps of the double streetlight 700), one of these lamps disappears early from the camera's field of view and immediately thereafter. The second lamp goes out of the camera's field of view. Thereby, according to the above-described evaluation mode, the individual lamps of the double street lamp 700 are organized as a group of lighting units, and can be evaluated as a single lighting unit in the next camera image analysis. This reduces the probability error in the signal processing of the next camera image. The evaluation mode can also be applied when both lamps are extinguished simultaneously. This is because it can be assumed that the distance (distance and / or time) between the two lamps is smaller than the threshold value (distance and / or time).

  FIG. 7b shows a traffic area scenario in the area of a pedestrian crossing 710 (here in the form of a striped pattern). In such an area of the pedestrian crossing 710, in order to detect a pedestrian using the pedestrian crossing 710 more appropriately, in most cases, it is more possible to arrange a plurality of lighting units 125a and 125b that are closely adjacent to each other. Bright lighting is applied. This is also a false detection that the entire traveling track is illuminated when detecting street lights that are closely adjacent to each other. If the above-described evaluation mode is applied, both lighting units are integrated into one lighting unit group, and the lighting unit group is used as a single lighting unit for analyzing the camera image.

  FIG. 7c shows a traffic light 720 having a plurality of signal lights 125a and 125b at different heights and intervals from the edge of the running track. Again, there is a possibility that an error may occur due to the detection of the individual signal lights 125a and 125b of the traffic light 720 when detecting whether or not the entire traveling track is illuminated. This is because there is a possibility that it is determined from the signal lights of the traffic lights that are very close and adjacent to each other, and it is determined that the lighting is the entire traveling track. On the other hand, if the signal lights of the traffic light 720 are organized into one group, and it is determined as a single lighting unit when detecting whether this lighting unit group is, for example, the entire traveling track lighting, such a case. However, a significant reduction in the probability error is achieved in subsequent image analysis.

  Accordingly, some examples illustrated in FIG. 7 represent critical analysis situations that can be improved by the present invention. In this case, FIG. 7a shows, for example, a double lamp provided at an intersection, FIG. 7b shows a multiple illumination crosswalk with street lamps at different distances, and FIG. 7c shows a plurality of signal lights at different heights. The provided traffic lights are shown, and the signal lights are most often detected as street lights.

  In the present invention, it is disadvantageous if the detection of the entire road lighting is not performed in anticipation but is performed in a more responsive operation. The false positive rate, which strongly influences (end) customer satisfaction, can be significantly improved by the present invention.

  When exiting an illumination area that should react immediately to the appearance of a streetlight, it is not desirable to consolidate into one illumination group due to the longer reaction time to avoid high beams in the illumination area.

  Preferably, a streetlight that is integrated within a certain distance after the first streetlight has disappeared does not reset the distance count. As a result, it is possible to carry out urban area detection by separating street lamps that are closely lined up with illumination on the entire road as at least two lighting groups.

  After integrating streetlights into one lighting group (ie, into a lighting unit group), if there are other streetlights in the image but have already run through the integration distance, multiple streetlights are already behind the vehicle So you should immediately switch to the whole road lighting area.

  The embodiments described above and illustrated in the figures are merely selected as examples. Different embodiments may be combined completely with each other or may be combined with each other with respect to individual components. Also, one embodiment may be supplemented by the configuration requirements of other embodiments.

  Furthermore, the method steps according to the invention may be repeated and may be performed in an order different from the order described.

  Where an embodiment includes a “and / or” coupling relationship between a first component and a second component, this embodiment is the first component according to one embodiment. It should be read that it has both a requirement and a second component, and according to another embodiment, it contains only the first component or only the second component.

DESCRIPTION OF SYMBOLS 100 Vehicle 110 Sensor 120 Sensor detection range 125a, 125b Lighting unit 130 Analysis unit 138 Group of lighting unit 200 Method of detecting group of lighting unit 210 Step 220 for detecting that first lighting unit has moved out of detection range 220 Detection Step 230 to start measuring the time the vehicle has traveled after getting out of range 230 Step to organize into groups 400 Distance threshold

Claims (9)

In a method (200) for detecting a group (138) of at least two adjacently arranged lighting units (125a, 125b) during travel of a vehicle (100), the method (200) comprises:
At least one first lighting unit (125a) is detected in the detection range (120) of the sensor (110), and then the first lighting unit (125a) is detected from the detection range (120) of the sensor (110). Detecting the exit (210),
Measurement of the distance traveled by the vehicle (100) after the first lighting unit (125a) exits the detection range (120) of the sensor (110) and / or the first lighting Starting the measurement of the time the vehicle (100) has traveled after the unit (125a) has left the detection range (120) of the sensor (110);
When the distance measured before the second illumination unit (125b) leaves the detection range (120) of the sensor (110) is shorter than the distance threshold (400) and / or the second illumination When the time measured until the unit (125b) leaves the detection range (120) of the sensor (110) is shorter than the time threshold, the first lighting unit (125a) is moved to the second lighting unit. (230b) and (230) organizing into said group (138) of at least two adjacently arranged lighting units, and / or
When the currently measured distance is longer than the distance threshold (400) and / or when the currently measured distance is longer than the time threshold, the first lighting unit (125a) is connected to the second lighting unit. (125b) and not knitting into said group (138) of at least two adjacently arranged lighting units;
A method (200) comprising: In a method (200) for detecting a group (138) of at least two adjacently arranged lighting units (125a, 125b) during travel of a vehicle (100), the method (200) comprises:
At least one first lighting unit (125a) is detected in the detection range (120) of the sensor (110), and then the first lighting unit (125a) is detected from the detection range (120) of the sensor (110). Detecting the exit (210),
Measurement of the distance traveled by the vehicle (100) after the first lighting unit (125a) exits the detection range (120) of the sensor (110) and / or the first lighting Starting the measurement of the time the vehicle (100) has traveled after the unit (125a) has left the detection range (120) of the sensor (110);
When the distance measured before the second illumination unit (125b) leaves the detection range (120) of the sensor (110) is longer than a distance threshold (400) and / or the second illumination When the time measured until the unit (125b) leaves the detection range (120) of the sensor (110) is longer than a time threshold, the first lighting unit (125a) is moved to the second lighting unit. with (125b), steps not organized into the groups of lighting units are disposed each other at least two adjacent (138), and / or,
When the currently measured distance is longer than the distance threshold (400) and / or when the currently measured distance is longer than the time threshold, the first lighting unit (125a) is connected to the second lighting unit. (125b) and not knitting into said group (138) of at least two adjacently arranged lighting units;
A method (200) comprising: In the detecting step (210), when at least one third lighting unit (125c) is detected, and the first lighting unit (125a) is out of the detection range (120) of the sensor (110). The other distance traveled by the vehicle (100) before the third lighting unit (125c) leaves the detection range (120) of the sensor (110) is predetermined with respect to the distance threshold (400). Knitting said third lighting unit (125c) into said group (138) of at least two adjacently arranged lighting units and / or said knitting step ( 230), from when the first lighting unit (125a) exits from the detection range of the sensor (110) (12 0), said third illumination When the time that the vehicle (100) has traveled before the unit (125c) leaves the detection range (120) of the sensor (110) has a predetermined relationship with the time threshold, the third illumination The method (200) according to claim 1, characterized in that units (125c) are organized into the group (138) of at least two adjacently arranged lighting units. In the detecting step (210), the third lighting unit (125c) is detected, and when the first lighting unit (125a) leaves the detection range (120) of the sensor (110), the vehicle ( When the other distance traveled by 100) is not in a predetermined relationship with respect to the distance threshold (400), the third lighting unit (125c) is removed from at least two adjacent lighting units. When the first lighting unit (125a) leaves the detection range (120) of the sensor (110) in the knitting step (230) without knitting into the group (138) comprising When the time when the vehicle (100) travels does not have a predetermined relationship with the time threshold, at least two third lighting units (125c) are provided. Characterized in that it does not organize the groups of lighting units are disposed each other adjacent (138), The method of claim 1 (200). In the method for detecting the entire traveling track illumination along the traveling track on which the vehicle (100) travels, the method for detecting the entire traveling track illumination includes:
At least one single lighting unit (125) and at least two adjacently arranged groups of lighting units (138) detected by performing the method (200) of claim 1. A step to read,
Assessing said group (138) of at least two adjacently arranged lighting units as a single lighting unit;
Using the single lighting unit and a group (138) of at least two adjacently arranged lighting units assessed as a single lighting unit;
Having a method.   In the detecting step, the vehicle (100) is assessed as a single lighting unit, the position of the group (138) of at least two adjacently arranged lighting units, and the single lighting unit. In the step of detecting that there is illumination of the entire traveling track and / or in the step of detecting when the vehicle has traveled for a predetermined travel distance and / or travels for a predetermined travel time. (100) travels between the position of the single lighting unit and the position of the group (138) of at least two adjacently arranged lighting units assessed as a single lighting unit. Detecting that there is illumination of the entire travel path when traveling a distance and / or when traveling for a predetermined travel time It characterized The method of claim 5. In a method of controlling light delivery of at least one headlamp (160) of a vehicle (100), the method comprises:
Detecting the entire traveling track illumination according to the method of claim 5 or 6;
Changing the light transmission of the at least one headlamp (160) of the vehicle (100) in response to detecting that there is a group (138) of at least two adjacently arranged lighting units And at least one front of the vehicle (100) when there is a predetermined relationship with respect to the point in time when it is detected that at least two adjacently arranged groups of lighting units (138) have appeared. Changing the light delivery of the lighting (160);
Having a method.   Apparatus (130) comprising a unit configured to perform the steps of the method (200) according to any one of claims 1 to 7. Computer program product comprising program code for carrying out the method (200) according to any one of the preceding claims, wherein the program is executed on an apparatus (130).

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